Vehicle powertrain synchronization based on predicted driver actions

ABSTRACT

An approach is provided in which a powertrain synchronizer analyzes condition data that corresponds to impending conditions external to a vehicle. The powertrain synchronizer predicts a driver&#39;s future action in response analyzing the condition data and adjusts the vehicle&#39;s powertrain subsystem based upon the predicted driver action.

BACKGROUND

The present disclosure relates to predicting a driver's future actionsin a vehicle and synchronizing the vehicle's powertrain based on thedriver's predicted future actions.

As a driver travels on a road, the driver accelerates, decelerates,starts, and stops according to variables such as road terrain,obstacles, and traffic conditions. When the driver removes the driver'sfoot from an accelerator pedal to decelerate or coast, the vehicle'stransmission remains engaged with the vehicle's engine crankshaft anddriveshaft. As such, a coupling exists between the engine and the wheelsthrough the transmission, which produces both a positive outcome and anegative outcome on the vehicle. From a positive standpoint, thetransmission acts as a breaking mechanism for the vehicle and thevehicle eventually decelerates to within a few miles per hour (mph) of afull stop depending on the road gradient. Large semi-trucks often usethis principle to reduce wear on brakes. From a negative standpoint,however, the vehicle's fuel efficiency is reduced because of frictioneffects and engine load.

To improve fuel efficiency, a driver may place the transmission inneutral while the driver's vehicle is coasting. However, when the driverattempts to re-engage the transmission while traveling at a significantspeed, undue wear and tear is placed on the transmission because oneside of the transmission is rotating at the engine speed and the otherside is rotating at a higher rate proportional to the gear and speed ofthe vehicle's turning transfer case. Since vehicles today operate in a“reactionary” mode to driver conditions, the vehicle's powertrain isconstantly reacting to a driver's accelerations, decelerations, stops,and starts. As such, the vehicle is subject to both reduced fuelefficiency and undue wear and tear.

BRIEF SUMMARY

According to one embodiment of the present disclosure, an approach isprovided in which a powertrain synchronizer analyzes condition data thatcorresponds to impending conditions external to a vehicle. Thepowertrain synchronizer predicts a driver's future action in responseanalyzing the condition data and adjusts the vehicle's powertrainsubsystem based upon the predicted driver action.

The foregoing is a summary and thus contains, by necessity,simplifications, generalizations, and omissions of detail; consequently,those skilled in the art will appreciate that the summary isillustrative only and is not intended to be in any way limiting. Otheraspects, inventive features, and advantages of the present disclosure,as defined solely by the claims, will become apparent in thenon-limiting detailed description set forth below.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The present disclosure may be better understood, and its numerousobjects, features, and advantages made apparent to those skilled in theart by referencing the accompanying drawings, wherein:

FIG. 1 depicts an information handling system, which is a simplifiedexample of a computer system capable of performing the computingoperations described herein;

FIG. 2 depicts a diagram of a vehicle system that synchronizes apowertrain subsystem based upon a predicted a driver action determinedfrom condition data;

FIG. 3 depicts a diagram showing a vehicle approaching a traffic lightthat is soon to change state;

FIG. 4 depicts a flowchart showing steps taken in synchronizing avehicle powertrain; and

FIG. 5 depicts a diagram of a vehicle instrument panel that includespowertrain synchronization indicators.

DETAILED DESCRIPTION

The terminology used herein is for the purpose of describing particularembodiments only and is not intended to be limiting of the disclosure.As used herein, the singular forms “a”, “an” and “the” are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. It will be further understood that the terms “comprises”and/or “comprising,” when used in this specification, specify thepresence of stated features, integers, steps, operations, elements,and/or components, but do not preclude the presence or addition of oneor more other features, integers, steps, operations, elements,components, and/or groups thereof.

The corresponding structures, materials, acts, and equivalents of allmeans or step plus function elements in the claims below are intended toinclude any structure, material, or act for performing the function incombination with other claimed elements as specifically claimed. Thedescription of the present disclosure has been presented for purposes ofillustration and description, but is not intended to be exhaustive orlimited to the disclosure in the form disclosed. Many modifications andvariations will be apparent to those of ordinary skill in the artwithout departing from the scope and spirit of the disclosure. Theembodiment was chosen and described in order to best explain theprinciples of the disclosure and the practical application, and toenable others of ordinary skill in the art to understand the disclosurefor various embodiments with various modifications as are suited to theparticular use contemplated.

The present invention may be a system, a method, and/or a computerprogram product. The computer program product may include a computerreadable storage medium (or media) having computer readable programinstructions thereon for causing a processor to carry out aspects of thepresent invention.

The computer readable storage medium can be a tangible device that canretain and store instructions for use by an instruction executiondevice. The computer readable storage medium may be, for example, but isnot limited to, an electronic storage device, a magnetic storage device,an optical storage device, an electromagnetic storage device, asemiconductor storage device, or any suitable combination of theforegoing. A non-exhaustive list of more specific examples of thecomputer readable storage medium includes the following: a portablecomputer diskette, a hard disk, a random access memory (RAM), aread-only memory (ROM), an erasable programmable read-only memory (EPROMor Flash memory), a static random access memory (SRAM), a portablecompact disc read-only memory (CD-ROM), a digital versatile disk (DVD),a memory stick, a floppy disk, a mechanically encoded device such aspunch-cards or raised structures in a groove having instructionsrecorded thereon, and any suitable combination of the foregoing. Acomputer readable storage medium, as used herein, is not to be construedas being transitory signals per se, such as radio waves or other freelypropagating electromagnetic waves, electromagnetic waves propagatingthrough a waveguide or other transmission media (e.g., light pulsespassing through a fiber-optic cable), or electrical signals transmittedthrough a wire.

Computer readable program instructions described herein can bedownloaded to respective computing/processing devices from a computerreadable storage medium or to an external computer or external storagedevice via a network, for example, the Internet, a local area network, awide area network and/or a wireless network. The network may comprisecopper transmission cables, optical transmission fibers, wirelesstransmission, routers, firewalls, switches, gateway computers and/oredge servers. A network adapter card or network interface in eachcomputing/processing device receives computer readable programinstructions from the network and forwards the computer readable programinstructions for storage in a computer readable storage medium withinthe respective computing/processing device.

Computer readable program instructions for carrying out operations ofthe present invention may be assembler instructions,instruction-set-architecture (ISA) instructions, machine instructions,machine dependent instructions, microcode, firmware instructions,state-setting data, or either source code or object code written in anycombination of one or more programming languages, including an objectoriented programming language such as Smalltalk, C++ or the like, andconventional procedural programming languages, such as the “C”programming language or similar programming languages. The computerreadable program instructions may execute entirely on the user'scomputer, partly on the user's computer, as a stand-alone softwarepackage, partly on the user's computer and partly on a remote computeror entirely on the remote computer or server. In the latter scenario,the remote computer may be connected to the user's computer through anytype of network, including a local area network (LAN) or a wide areanetwork (WAN), or the connection may be made to an external computer(for example, through the Internet using an Internet Service Provider).In some embodiments, electronic circuitry including, for example,programmable logic circuitry, field-programmable gate arrays (FPGA), orprogrammable logic arrays (PLA) may execute the computer readableprogram instructions by utilizing state information of the computerreadable program instructions to personalize the electronic circuitry,in order to perform aspects of the present invention.

Aspects of the present invention are described herein with reference toflowchart illustrations and/or block diagrams of methods, apparatus(systems), and computer program products according to embodiments of theinvention. It will be understood that each block of the flowchartillustrations and/or block diagrams, and combinations of blocks in theflowchart illustrations and/or block diagrams, can be implemented bycomputer readable program instructions.

These computer readable program instructions may be provided to aprocessor of a general purpose computer, special purpose computer, orother programmable data processing apparatus to produce a machine, suchthat the instructions, which execute via the processor of the computeror other programmable data processing apparatus, create means forimplementing the functions/acts specified in the flowchart and/or blockdiagram block or blocks. These computer readable program instructionsmay also be stored in a computer readable storage medium that can directa computer, a programmable data processing apparatus, and/or otherdevices to function in a particular manner, such that the computerreadable storage medium having instructions stored therein comprises anarticle of manufacture including instructions which implement aspects ofthe function/act specified in the flowchart and/or block diagram blockor blocks.

The computer readable program instructions may also be loaded onto acomputer, other programmable data processing apparatus, or other deviceto cause a series of operational steps to be performed on the computer,other programmable apparatus or other device to produce a computerimplemented process, such that the instructions which execute on thecomputer, other programmable apparatus, or other device implement thefunctions/acts specified in the flowchart and/or block diagram block orblocks.

The flowchart and block diagrams in the Figures illustrate thearchitecture, functionality, and operation of possible implementationsof systems, methods, and computer program products according to variousembodiments of the present invention. In this regard, each block in theflowchart or block diagrams may represent a module, segment, or portionof instructions, which comprises one or more executable instructions forimplementing the specified logical function(s). In some alternativeimplementations, the functions noted in the block may occur out of theorder noted in the figures. For example, two blocks shown in successionmay, in fact, be executed substantially concurrently, or the blocks maysometimes be executed in the reverse order, depending upon thefunctionality involved. It will also be noted that each block of theblock diagrams and/or flowchart illustration, and combinations of blocksin the block diagrams and/or flowchart illustration, can be implementedby special purpose hardware-based systems that perform the specifiedfunctions or acts or carry out combinations of special purpose hardwareand computer instructions. The following detailed description willgenerally follow the summary of the disclosure, as set forth above,further explaining and expanding the definitions of the various aspectsand embodiments of the disclosure as necessary.

FIG. 1 illustrates information handling system 100, which is asimplified example of a computer system capable of performing thecomputing operations described herein. Information handling system 100includes one or more processors 110 coupled to memory 120. Memory 120may include volatile memory, non-volatile memory, or a combination ofvolatile and non-volatile memory. In one embodiment, processors 110 mayinclude microprocessors, micro-controllers, application-specificintegrated circuits (ASICs), or another type of integrated circuitcapable of performing the functions described herein.

Information handling system 100 also includes wireless transceiver 130,which receives wireless data from a wireless network such as a globalpositioning system (GPS) network, a cellular network, a traffic reportnetwork, or other wireless network that transmits vehicle-related data.Vehicle interface 140 couples to processors 110, and monitors drivercontrol information, powertrain information, and driver indicatorcontrols as discussed herein. In one embodiment, processors 110 mayperform all or part of such functions of vehicle interface 140.

FIGS. 2-5 depict an approach that can be executed on an informationhandling system, such as one shown in FIG. 1. A system and method ofpredicting a vehicle driver's actions based on analyzing condition data,and synchronizing the vehicle's powertrain based on the predicted driveractions is presented. A powertrain synchronizer analyzes condition datathat corresponds to impending conditions external to the vehicle. Forexample, the impending conditions may include a traffic light statechange, a construction site, an accident around a curve in a road, etc.The powertrain synchronizer predicts a driver action in response toanalyzing the condition data, such as depressing an accelerator pedal ordepressing a brake pedal. In turn, the powertrain synchronizersynchronizes the powertrain based upon the predicted driver action byadjusting the engine's crankshaft rotation speed to match the vehicletransmission's internal rotation speed.

In one embodiment, the powertrain synchronizer predicts that the driveraction will accelerate the vehicle. In this embodiment, the powertrainsynchronizer analyzes a driveshaft rotation speed of the powertrainsubsystem and configures the transmission gear assembly based upon thedriveshaft rotation. The powertrain synchronizer analyzes the gearassembly's input shaft rotation speed and adjusts the engine's fuel rateto match the engine's crankshaft rotation speed to the gear assemblyinput shaft rotation speed and synchronize the powertrain. In thisembodiment, the powertrain synchronizer informs the driver to increasethe accelerator pedal pressure once the powertrain is synchronized. Thepowertrain synchronizer, in turn, engages the transmission when thedriver increases the accelerator pedal pressure.

In yet another embodiment, the predicted driver action will deceleratethe vehicle. In this embodiment, the powertrain synchronizer provides anindication to the driver to decrease accelerator pedal pressure. Thepowertrain synchronizer, in turn, disengages the vehicle's transmissionincluded in the powertrain subsystem when the driver decreasesaccelerator pedal pressure.

In yet another embodiment, the vehicle receives the condition data overa wireless network. In this embodiment, the impending conditions maycorrespond to an upcoming road terrain change, an upcoming speed limitchange, or an upcoming stop sign marker. In yet another embodiment, thecondition data corresponds to a predicted impending condition such as apredicted traffic light status change or a predicted emergency vehiclearrival. For example, an emergency vehicle may be approaching thedriver's location that is on route to an accident, fire, robbery, etc.

FIG. 2 depicts a diagram of a vehicle system that synchronizes apowertrain subsystem based upon a predicted a driver action determinedfrom condition data. Vehicle 200 may be an automobile, truck,motorcycle, train, or other transportation mechanism utilized fortransportation purposes. Vehicle 200 may be powered by an internalcombustion engine, electric engine, or other mechanism that providespropulsion to vehicle 200.

Vehicle 200 includes powertrain synchronizer 210, which may be aprocessor, microcontroller, or other type of computer system capable ofperforming the functions described herein such as information handlingsystem 100 shown in FIG. 1. Powertrain synchronizer 210 receivescondition data 260 over wireless network 262, which may be a GPSnetwork, cellular network, traffic report network, or other network thattransmits informational data to vehicle 200. In one embodiment, thecondition data corresponds to impending conditions such as an upcomingspeed limit change, an upcoming stop sign marker, road terrain changessuch as curves or hills, etc. In another embodiment, the condition datacorresponds to predicted impending conditions, which are conditions thatare not yet apparent such as a predicted traffic light state change or apredicted emergency vehicle arrival.

Powertrain synchronizer 210 analyzes condition data 260 and determinesthat, due to impending conditions, the driver will soon perform a driveraction such as increasing/decreasing pressure to an accelerator pedal orbrake pedal. When the predicted driver action will result in adeceleration of vehicle 200, such as by applying the brake pedal ordecreasing pressure on the accelerator pedal, powertrain synchronizer210 informs the driver via an illumination indicator on instrumentationpanel 285 to perform the predicted driver action (see FIG. 5 andcorresponding text for further details). Once powertrain synchronizer210 detects that the driver performed the predicted driver action viadriver control monitor 290, powertrain synchronizer 210 disengagestransmission 230 from engine 220 by disengaging clutch 235 via clutchcontrol 295. In one embodiment, powertrain synchronizer 210 waits todisengage transmission 230 until after the driver performs the predicteddriver action in order to avoid unexpected transmission disengagement tothe driver. In another embodiment, the driver is able to select whetherto have powertrain synchronizer 210 disengage the transmission whenbrakes are applied. For example, the driver may be traveling onmountainous terrain and wish to keep the transmission engaged to benefitfrom the deceleration effects of an engaged transmission.

When the predicted driver action will result in an acceleration ofvehicle 200, powertrain synchronizer 210 analyzes driveshaft rotationdata 265 that indicates the rotation speed of driveshaft 250. Driveshaft250's rotation speed corresponds to wheel rotation 255 and, in oneembodiment, powertrain synchronizer 210 may determine driveshaft 250'srotation speed using speedometer readings from vehicle 200. Based upondriveshaft 250's rotation speed, powertrain synchronizer 210 configuresgear assembly 245 via gear selection 270. For example, assumingdriveshaft 250's rotation speed corresponds to vehicle 200 traveling at40 mph, powertrain synchronizer 210 may configure gear assembly 245 tobe in fourth gear.

Once gear assembly 245 is in the configured gear, powertrainsynchronizer 210 determines the rotation speed of gear assembly inputshaft 240 and engine crankshaft 225 via gear assembly/engine crankshaftrotation data 275. For example, gear assembly input shaft 240 may berotating at 100 RPM and engine crankshaft 225 may be rotating at 110RPM. Powertrain synchronizer 210 adjusts engine 220's fuel via fueladjustment 280 accordingly to match engine crankshaft 225's rotationspeed to gear assembly input shaft 240's rotation speed, thussynchronizing powertrain 215. Fuel adjustment 280 may adjust the gas,diesel, electric, or other agent that fuels engine 220.

Once powertrain 215 is synchronized, powertrain synchronizer 210, in oneembodiment, informs the driver to perform the predicted driver actionvia driver indicators on instrumentation panel 285. When the driverperforms the driver action, such as depressing the accelerator pedal,powertrain synchronizer 210 engages clutch 235, which transfers powerfrom engine 220 to wheel 255 through transmission 270.

FIG. 3 depicts a diagram showing a vehicle approaching a traffic lightthat is soon to change state. Vehicle 300 is approaching an intersectionthat includes traffic light 320. Traffic light 320 is controlled bytraffic control system 330, which has traffic light 320's state set toRED. FIG. 3 shows, however, that traffic light 320's state is about tochange in four seconds (timer 340). Traffic control system 330 sends thetraffic light timer data to vehicle 300 (condition data), which vehicle300's powertrain synchronizer analyzes to determine whether a driveraction is eminent (predicted driver action).

Assuming that vehicle 300 is currently coasting or braking, thepowertrain synchronizer identifies that the traffic light state changeis about to change. As such, the powertrain synchronizer configures gearassembly 245 according to the current speed of vehicle 300 and adjuststhe engine's fuel rate accordingly to synchronize vehicle 300'spowertrain by matching engine crankshaft 225's rotation speed to gearassembly input shaft 240's rotation speed. In turn, in one embodiment,the powertrain synchronizer informs the driver to depress theaccelerator pedal. In this embodiment, the powertrain synchronizerengages clutch 235 to provide propulsion to wheel 255 once the driverdepresses the accelerator pedal.

FIG. 4 depicts a flowchart showing steps taken in synchronizing avehicle powertrain. Powertrain synchronizer processing commences at 400,whereupon the powertrain synchronizer receives condition data 260 overwireless network 262 (step 405). In one embodiment, the condition datacorresponds to impending conditions such as an upcoming speed limitchange, an upcoming stop sign marker, road terrain changes such ascurves or hills, etc. In another embodiment, the condition datacorresponds to predicted impending conditions, which are influences thatare not yet apparent to the driver such as a predicted traffic lightstate change or a predicted emergency vehicle arrival.

A determination is made as to whether the condition data corresponds toa predicted driver action that will cause the driver to adjust drivercontrols to accelerate or decelerate the vehicle (decision 410). If thecondition data does not result in a predicted driver action, decision410 branches to the “No” branch, which loops back to monitor conditiondata 260. This looping continues until condition data 260 results in adetermined predicted driver action, at which point decision 410 branchesto the “Yes” branch.

A determination is made as to whether the predicted driver actioncorresponds to a predicted vehicle acceleration (decision 420). Forexample, the predicted driver action may be increasing the pressure toan accelerator pedal (vehicle acceleration), or the predicted driveraction may be decreasing pressure to the accelerator pedal or applyingpressure to a brake pedal (vehicle deceleration). If the predicteddriver action corresponds to a predicted vehicle deceleration, decision420 proceeds to the “No” branch, whereupon the powertrain synchronizerinforms the driver to remove their foot from the accelerator pedal or toapply the brake pedal according to the rate at which the vehicle speedshould be reduced based upon the impending condition (step 425). Forexample, if the vehicle is traveling at a high rate of speed and theimpending condition is an accident around a curve, the powertrainsynchronizer informs the driver to apply pressure to the brake pedal toslow down the vehicle quickly.

At step 430, the powertrain synchronizer waits for the driver to performthe predicted driver action. Once the driver performs the predictedaction, the powertrain synchronizer disengages the transmission from theengine by disengaging clutch 235 shown in FIG. 2 (step 435). In oneembodiment, the powertrain synchronizer waits for a pre-determined timefor the driver to perform the predicted driver action. In thisembodiment, if the driver does not perform the predicted driver action,the powertrain system either resets and continues to monitor conditiondata or alerts the driver through other means, such as by blinking oneof powertrain synchronization indicators 530 shown in FIG. 5.

Referring back to decision 420, if the predicted driver actioncorresponds to a predicted vehicle acceleration, decision 420 branchesto the “Yes” branch. At 440, the powertrain synchronizer analyzes thevehicle's driveshaft rotation, which corresponds to the wheel rotationspeed of the vehicle (driveshaft rotation 250 shown in FIG. 2). Thepowertrain synchronizer configures gear assembly 245 based upon thedriveshaft rotation speed at step 445. For example, if the driveshaftrotation speed is rotating at a rate that propels vehicle 200 to 20 mph,powertrain synchronizer 210 may place gear assembly 240 in second gear.

Next, the powertrain synchronizer analyzes the gear assembly input shaftrotation, which is a result of the driveshaft rotation speed and theconfigured gear selection of gear assembly 245 (gear assembly inputshaft rotation 240 shown in FIG. 2). As can be seen in FIG. 2, gearassembly input shaft rotation 240 is on one side of clutch 235. In orderto synchronize powertrain 215 and produce a smooth transmissionengagement, engine crankshaft rotation 225 should rotate at a speedsimilar to the rotation speed of gear assembly input shaft rotation 240.As such, the powertrain synchronizer adjusts the fuel rate to engine 220(step 455) to increase or decrease engine crankshaft rotation 225 tomatch gear assembly input shaft rotation 240.

At step 460, the powertrain synchronizer informs the driver to increasethe accelerator pedal pressure since the powertrain is synchronized,such as by illuminating one of powertrain synchronization indicators 530shown in FIG. 5. The powertrain synchronizer waits for the driver toperform the predicted driver action at step 465 and engages thetransmission by engaging clutch 235 (step 470).

A determination is made on whether to continue to monitor condition data260 and synchronize the vehicle powertrain accordingly (decision 480).If the powertrain synchronizer should continue powertrainsynchronization, decision 480 branches to the “Yes” branch, which loopsback to continue processing condition data. This looping continues untilthe powertrain synchronizer should terminate powertrain synchronization(e.g., vehicle turned off), at which point decision 480 branches to the“No” branch, whereupon processing ends at 490.

FIG. 5 depicts a diagram of a vehicle instrument panel that includespowertrain synchronization indicators. Instrumentation panel 285includes speedometer 510, tachometer 520, and powertrain synchronizationindicators 530. As those skilled in the art can appreciate,instrumentation panel 285 may include more or less indicators than whatis shown in FIG. 5.

Powertrain synchronizer 210 illuminates specific powertrainsynchronization indicators 530 based upon current vehicle conditions andpredicted driver actions. For example, when the vehicle is coasting andpowertrain synchronizer 210 determines that a traffic signal is about tochange to green, powertrain synchronizer 210 illuminates “depressaccelerator pedal” once the powertrain is synchronized. In anotherembodiment, when the speed limit on a road is about to decrease,powertrain synchronizer 210 illuminates “release accelerator pedal.” Inyet another embodiment, powertrain synchronizer 210 illuminates“transmission disengaged” when powertrain synchronizer 210 disengagesthe transmission (see FIG. 4 and corresponding text for furtherdetails).

While particular embodiments of the present disclosure have been shownand described, it will be obvious to those skilled in the art that,based upon the teachings herein, that changes and modifications may bemade without departing from this disclosure and its broader aspects.Therefore, the appended claims are to encompass within their scope allsuch changes and modifications as are within the true spirit and scopeof this disclosure. Furthermore, it is to be understood that thedisclosure is solely defined by the appended claims. It will beunderstood by those with skill in the art that if a specific number ofan introduced claim element is intended, such intent will be explicitlyrecited in the claim, and in the absence of such recitation no suchlimitation is present. For non-limiting example, as an aid tounderstanding, the following appended claims contain usage of theintroductory phrases “at least one” and “one or more” to introduce claimelements. However, the use of such phrases should not be construed toimply that the introduction of a claim element by the indefinitearticles “a” or “an” limits any particular claim containing suchintroduced claim element to disclosures containing only one suchelement, even when the same claim includes the introductory phrases “oneor more” or “at least one” and indefinite articles such as “a” or “an”;the same holds true for the use in the claims of definite articles.

The invention claimed is:
 1. A method for synchronizing a powertrainsubsystem in a vehicle, the method comprising: analyzing, by one or moreprocessors included in the vehicle, condition data that corresponds toone or more impending conditions external to the vehicle; predicting adriver action corresponding to a driver of the vehicle in response tothe analysis; adjusting a fuel rate to an engine, based on the predicteddriver action, to synchronize an engine crankshaft rotation speed to agear assembly input shaft rotation speed in response to configuring agear assembly within a transmission, wherein the engine and thetransmission are included in the powertrain subsystem; informing thedriver to increase accelerator pedal pressure in response to determiningthat the powertrain subsystem is synchronized in response to theadjusting of the fuel rate; and engaging the transmission in response tothe driver increasing the accelerator pedal pressure.
 2. The method ofclaim 1 wherein the predicted driver action corresponds to a predictedacceleration of the vehicle, the method further comprising: analyzing adriveshaft rotation of the powertrain subsystem, wherein the driveshaftrotation corresponds to a speed at which the vehicle is traveling; andperforming the configuring of the gear assembly included in thetransmission based upon the driveshaft rotation.
 3. The method of claim1 wherein the predicted driver action corresponds to a predicteddeceleration of the vehicle, the method further comprising: providing anindication to the driver to decelerate the vehicle, wherein theindication is selected from the group consisting of decreasingaccelerator pedal pressure and increasing brake pedal pressure; anddisengaging the transmission included in the powertrain subsystem inresponse to the driver performing the predicted driver action.
 4. Themethod of claim 1 wherein the condition data is received by the vehicleover a wireless network, and wherein at least one of the one or moreimpending conditions is selected from the group consisting of anupcoming road terrain change, an upcoming speed limit change, and anupcoming stop sign marker.
 5. The method of claim 4 wherein theimpending condition is unviewable by a driver of the vehicle at the timeof the determination of the predicted driver action.
 6. An informationhandling system comprising: one or more processors; a memory coupled toat least one of the processors; a set of instructions stored in thememory and executed by at least one of the processors in order toperform actions of: analyzing, by one or more processors included in avehicle, condition data that corresponds to one or more impendingconditions external to the vehicle; predicting a driver actioncorresponding to a driver of the vehicle in response to the analysis;adjusting a fuel rate to an engine, based on the predicted driveraction, to synchronize an engine crankshaft rotation speed to a gearassembly input shaft rotation speed in response to configuring a gearassembly within a transmission, wherein the engine and the transmissionare included in the powertrain subsystem; informing the driver toincrease accelerator pedal pressure in response to determining that thepowertrain subsystem is synchronized in response to the adjusting of thefuel rate; and engaging the transmission in response to the driverincreasing the accelerator pedal pressure.
 7. The information handlingsystem of claim 6 wherein the predicted driver action corresponds to apredicted acceleration of the vehicle, and wherein at least one of theone or more processors perform additional actions comprising: analyzinga driveshaft rotation of the powertrain subsystem, wherein thedriveshaft rotation corresponds to a speed at which the vehicle istraveling; and performing the configuring of the gear assembly includedin the transmission based upon the driveshaft rotation.
 8. Theinformation handling system of claim 6 wherein the predicted driveraction corresponds to a predicted deceleration of the vehicle, andwherein at least one of the one or more processors perform additionalactions comprising: providing an indication to the driver to deceleratethe vehicle, wherein the indication is selected from the groupconsisting of decreasing accelerator pedal pressure and increasing brakepedal pressure; and disengaging the transmission included in thepowertrain subsystem in response to the driver performing the predicteddriver action.
 9. The information handling system of claim 6 wherein thecondition data is received by the vehicle over a wireless network, andwherein at least one of the one or more impending conditions is selectedfrom the group consisting of an upcoming road terrain change, anupcoming speed limit change, and an upcoming stop sign marker.
 10. Theinformation handling system of claim 9 wherein the impending conditionis unviewable by a driver of the vehicle at the time of thedetermination of the predicted driver action.
 11. A computer programproduct stored in a computer readable storage medium, comprisingcomputer program code that, when executed by an information handlingsystem, causes the information handling system to perform actionscomprising: analyzing, by one or more processors included in a vehicle,condition data that corresponds to one or more impending conditionsexternal to the vehicle; predicting a driver action corresponding to adriver of the vehicle in response to the analysis; adjusting a fuel rateto an engine, based on the predicted driver action, to synchronize anengine crankshaft rotation speed to a gear assembly input shaft rotationspeed in response to configuring a gear assembly within a transmission,wherein the engine and the transmission are included in the powertrainsubsystem; informing the driver to increase accelerator pedal pressurein response to determining that the powertrain subsystem is synchronizedin response to the adjusting of the fuel rate; and engaging thetransmission in response to the driver increasing the accelerator pedalpressure.
 12. The computer program product of claim 11 wherein thepredicted driver action corresponds to a predicted acceleration of thevehicle, and wherein the computer program code, when executed by aninformation handling system, causes the information handling system toperform further actions comprising: analyzing a driveshaft rotation ofthe powertrain subsystem, wherein the driveshaft rotation corresponds toa speed at which the vehicle is traveling; and performing theconfiguring of the gear assembly included in the transmission based uponthe driveshaft rotation.
 13. The computer program product of claim 11wherein the predicted driver action corresponds to a predicteddeceleration of the vehicle, and wherein the computer program code, whenexecuted by an information handling system, causes the informationhandling system to perform further actions comprising: providing anindication to the driver to decelerate the vehicle, wherein theindication is selected from the group consisting of decreasingaccelerator pedal pressure and increasing brake pedal pressure; anddisengaging the transmission included in the powertrain subsystem inresponse to the driver performing the predicted driver action.
 14. Thecomputer program product of claim 11 wherein: the condition data isreceived by the vehicle over a wireless network, and wherein at leastone of the one or more impending conditions is selected from the groupconsisting of an upcoming road terrain change, an upcoming speed limitchange, and an upcoming stop sign marker; and the impending condition isunviewable by a driver of the vehicle at the time of the determinationof the predicted driver action.